Disappearing antiskid lug



June'9, 1925. y 1,540,888

R. N. KOENIGSBERGER DISAPPEARING ANTISKID LUG l Filed March 13; 1924 2 Sheets-Sheet l E Zz Z4- 'i ,if 63 /6 30 7/ 7g /a/ z5 f w z A9 54 /7 M3 70 INVENTOR.

BY Z627 @i YM/ ATTORNEYS.

June 9, 1925.

R. N.4 KOENIGSBERGER DISAPPEARING ANTISKID LUG Filed March 13, 1924 Z-SheetS-Sheet 2 A TTORNEYS.

Patented June 9, lg.

. ROBERT N.`KOENIGSBERGER, OF SIOUX CITY, IOA.l

DISAPPEAR-ING ANTISKID LUG'.

Application filed March 13, 1924.- Serial No. 698,907.

To all 'rolle/ny t may concern Be it known that I, Ro'nn'r N. KonNiGsnnnenn, a citizen ot thefUnited States, and a resident oi vSiouxV City, inthe county ot Voodbury and State oit Iowa, have` invented certain new and usetul Improvements in Disappeariiw` Antiskid' Luge, of Which the 'following is a Specification.

An object et my invention is to provide an attachment orthe rear wheels ot an automotive vehicle for preventing the skidding of the vehicle which is simple, durable and inexpensive in construction.

A further object is to providesuch anattachment wherein extensible lugs are contained within af casing` fixed to the rear Wheels of the vehicle and may be extended so as to engage the pavement upon which the vehicle is traveling, While fthe, vehicle is in motion.Y Y

More particularly, in this connection, it is my purpose to provide means for controlling the extending ot the lugs, While the vehicle is in motion, from the drivers seat.

A Jrurther object is to provide such an attachment `including a drum of slightly smaller diameter than the outer diameter of a pneumatic tire on thewheel, which may be used as an auxiliary Wheel when the tire is deflated and which is ot Such diameter kas to prevent the contact of the rear Wheel with the pavement. f

still Yfurther object is the adaptation of such a device ttor use as an automobile jack lor raising the rear Wheels of the vehicle from the ground.

Specifically, one form of my invention may be embodied in a hollow` drum iixed to the rear wheel, on the inside thereof, which has extensible lugsl slidably mounted ivith-in it. and a `floiuting ring adapted to engage the lugs tor extending them, a stationaryarch adapted to support the drum by sliding contact with. the interior 01" the periphery thereof, a downwardly extensible arch slidably mounted on the stationary arch, means carried by the stationary arch for extending the sliding arch downwardly, the sliding arch contacting. with the floating ring for extending the lugs, and means operable from the driver-s seat to operate the means for extending the sliding arch.

lll/*ith these and other objects in view, my

invention consists in the construction, arrangement and combination of the various parts ot my device, whereby the objects contemplated are attained, as hereinafter more fully set forth, pointed out in claims, and illustrated in the accompanying drawings, in which: l

Fig. 1A is a sectional view 'througha por'- tion of the floor and rear axle housing ot an automotive vehicle, a portion of the iioor adjacent the drivers seat being shown and portion ot the :trame and one of the rear c Wheels` With my invention attached also being illustrated.- Y

Fig. 2 isa` sectional view ot the operating lever, taken on the line 2 2 of Fig. l.

Fig. 3 is a sectional view ot a Wheel With my invention attached thereto, taken on the line -'gof Fig. 1. f l

Fig. l isa side elevation of my invention attached to a Wheel, parts ot the covermembers being removed .to illustratethe interior thereof, and the axle housing of the vehicle beingshoivn in section. i

Fig.' 5 is a perspective vieivillustrating the means V'for extending the sliding arch. 1 Fig. 6 is a detailed sectional vievv taken on the line 6.-'6 of 4L. f i One of the biggest troubles encountered by the motorist in the driving of a car is the occasional skidding ofthe tiresv on a Wet or icy pavement. Skidding may be caused by attempting to turn a corner toojrapi'dly;

, it may be caused by'attempting to stop too rapidly, or by merely lapplying the brakes on a steep hill. In manyfinstances automobiles ingoing dovvn a hill onV a smooth asphalt pavement, slightly coated with ice or slushy, have startedskidding by the mere application of enough pressure to the brakes Vto keep the speed of the car under control.

lng-such a case, the driver ot the car either has to release his brakes and allow the car to coast/at a dangerous speed dovvn the hill with the possibility oit an accident at the next crossing, or he mustallow his car to skid and probably turn entirely Varound in the street betere coming to a stop against the curbing or some other obstruction.

In many cases the driver of a car will Wish to stop suddenlyV in order to avoid an accident. lf the pavement is slipperyv he is very likely to skid in so doing and Lll') the chances of an accident through skidding will then be about as great as they were before he applied the brakes.

It is well known that when the momentum of the carv overcomes the traction between the tires and the pavement and the car starts to skid it has a tendency to continue skidding and that it is very diihcult to bring the car again under control after it has once begun to skid. Itis also well understood that whenthe car does skid, it invariably will swing sideways so as to turn around, the resistance to skid'ding apparently being less when the side of the tire isi foremost than when the tire is moving in the line of its plane.

' My device is designed to stop skidding aft-er it has-oncebegun'and to bring the car immediately within the control ofthe driver. In order to; accomplish this-it is necessary to. provide antieskidding mechanism which may bebrought into operative position by controlling mechanism operated from the driversseat. y Y

In Fig. l I haveused the reference numeral, 10, to indicate generally the trame oli a. car on which is mounted the ordinary floor boards, 11, and to which is attached throughthe resilient medium ofthe springs, 12, the rear axle housing, 13, which contains the rearmaxle, 14. On theaxle, 14, is mountedf the. reanwvheel, 15,'having a felloe, 16, ak rim,- 1.7., therearylugs, 1.18, the rim bolts, 1,93, andg the pneumatic tire, 20. On the wheel is thevbrake dr-um, 2l.

My invention'comprises. a casing, A, which hasA the inner sleeve, 22, the outer periphery-23 (see Fig; 4) and the connecting disla, 24',` all formed in one casting. The

. connecting disk, 24, is spaced sofas toA lit againstthe felloe, 1.6;, and to extend out and around the tire, 20, and for the purpose of attaching it tothewheel, hasvthe openings, 25 through, which.y the rim bolts, 19, may

be; extended,

It will be noted in this connection that the rim boltsare extended through from the-inside of thewvheelL toda-he, outside, and that in order toremove therimgitis only necessary to remove tlieburrthebolt remaining in the felloe, and, themember, A., thus being retained on the wheel without being disturbed.

Slidably mountedinthe slots, 26, in the periphery of the drum, A,jare the traction lugs,l 2,7. rllhe slots, 26V are extended inwardly between two shoulders, 28, formingk part. of the castingaA.

On the-innerends of, the lugs are the studs, 29,l receiving springs,K 80, which are held in place by` nuts31, threaded onto the studs, The outer end of each spring, 30, rests against/the shoulders, 28. y y

I provide a. floating ring, 32adapted to engage the inner end of 'the lugs, 27, and

having a flange, 33, which engages the side edges ofthe lugs. On the other side of the flange, 33, is a ball race, 34.

In order to force the ring against the lugs and: extend the lugs outwardly against the action of the springs, 30,1 provide the following mechanism, l Fixed to the rear axle housing, 13, by means of the sleeve, 35, encircling theliousing, isa bracket, 36. A stationary arch member, `37, is provided whichl is supported.A from the bracket, 36. The arch, 37, has a boss, 38, extending outwardly, and thebracket, 36, is bolted to the bossjbymeans of screw bolts, 39?.

The arch, .37, is substantially semi-circular in form and has. a smooth semi-circular periphery in. which is the ballfrace, 39. In the interior of the periphery, 23, of the casing, A, isl a; ball race, 40. Balls, 41, are received between the ball races, 39 and 40, and may be retained'by suitable retainers (not shown) in the arch, 87,. it' necessary.

Extended; through the boss, 38, are the stub` shafts, 42, formed integral with; the cams, 43.

The inner edge ofthe arch is `formed in a series of steps in order tov obtain a sliding connection with the extensible arch, which will laterbe described. It may be stated briefly in this connection, that it is necessary to prov-ide a sliding connectionbetween the stationary and sliding arches which will allow. thesliding arch' to slide vertically, and in order to obtain, this slidingfconnectionbetween two arches which must be semicircular in their general. shape and, which wheny fitted, together must occupy a limited amount of space,fit is necessary to provide theslides inl stepped? relation to each other; The innerarch, 44,Y has its inner edge seinicirculaig and.- has` the ball race, 45, designedk to coact with the ball race, 34, throughthe medium ot the balls, 46. It will thus be seen that a sliding connection is obtained; between the arch andthe ring, 32, in` order thatthering may rotate with the wheel` while the arch remainsy stationary.

Each of the arches, 37 and 44, have the flanges, 47, formed on the perpendicular edges ot the steppedportions thereof, the ilan'ges47, each beinglone-hall' the thickness of the arches. and fitting together so that the archesarein the saine plane. (See Fig. 6). The outer edges ot theilanges, 47, are beveled as at 48 and are received in the beveledgrooves, 49, inthe respective arches. I twill thus be seen that the arches are slidablyA connected in. such a5 manner as to pre- V,vent lateral movementin. either direction and so as to permit vertical sliding motion. The upper portion of the arch, 44, is i'lattened, as at 50, the underneath portion at the top of the arch, 37, being cut away, as at 51, to provide rooin for the cams, 43, in their normal position.V which is shown at 52 lll) in dotted lines in Fig. 4. (Seel also Fig. 5). i From the foregoing description it will be seen that when the cams, 43, arerotated downwardly to the position shown in full lines in Fig. 4, the lower arch, 44, will be forced downwardly with relation to thestationary arch and'will carry with it the ring, 32, while allowing the ring to rotate. The ball bearing connection between `the two eliminates friction and facilitates such relative rotation. AtV the Sametime the ball bearing connection between the upper arch and the casing, A, allows the casing to rotate, without friction, around the arch.

When the ring is forced downwardly it contacts with the upper ends of the lugs as they arerotated into position beneath the ring by the rotation of the casing, A. The

lugs will be extended againstthe action of.

the springs, 30, and as the casing continues to rotate they will be drawn 4back into the casing. when they near the top thereof. `The saine will happen when the Vring is returned to its normal position by allowing the cams, 43, to rotate back to their horizontal position. I

It may be stated` here Vthat the cams are designed to give the maximum amount of pressure at the time when the lugs will be gin to contact with the pavement, and they are curved, as at 53, for this purpose.Y

,ln order to operate the cams the following mechanism is provided. 'The outer ends of the stub shafts, 42, are squarethas at 54,- to receive the lever arms, 55, which are connected by links, 56, to a bell crank lever, 57,

journaled on the stud, 58, on the bracket, 36.

The bell crank lever, 57, is designed to double the leverage transmitted to it. A bracket, 59, underneath the floor adjacent the drivers seat may be provided for supporting a lever, 60. which is pinned to a shaft, 6l, journaled in the bracket, 59, and extending across from side to side of the car. The other end of the shaft` 6l, may be suitably journaled in a bearing (not shown) and carries the lever, 62 which is fixed thereto. To the lever, G2', and the lower end of the lever, 60, are pivoted the links, 63, which connect the levers to the bell crank lever, 57. A ratchet, 64, forming part of the bracket, 59, is engaged by the pawl, 65, on the end of the lever, 60, for maintaining the lever in any desired po sition against the pull on the rod, 63, occasioned by the weight of the car acting against the lugs, 2T. The pawl, 65, may be controlled by rod, 66,`and a hand lever, 67.

Before proceeding fnrtherpwith the dctailed description of my invention I will eX- plain in detail its operation.

is the Awheel rotates the drum, which is fixed to it, will rotate along with it and the ring, 32, will ordinarily also rotate.r The arches, 3T and 44, will remain stationary, being held so by the bracket, 36. Then it 1s will contact with the pavement and thus effectively prevent skidding. F or this pun pose they 'may be toothed, as at 68. During the normal use of the car the lugs will be retained within lthe drum and the drum .will

rotatel around the arches, 37 and 44, the

ring, 32, ren'iaining concentric withv -the drum. lt will be understood that the drum is of slightly less' diameter than the tire, l2,

so that ordinarily it willnot contact with the pavement. If the tiresshould become deflated, from puncture or otherwise, the

ldrum mayfserve as an auxiliarywheel for preventing 'contact of the rim with the pavement.'` Thus the tires will be savedand also the rims in many cases.

`The device may be used as a tire jack when the car is standing stationary, by inserting ablock of wood or other material under the lugs, `so as to prevent them entering the.

ground, `Aand retracting the lever, 66.

In order to enclose the space between the inner flange, 22, and the-periphery ol the drum, l provide the rings, 69 and'70, fixed tothe flange, 22, and `the periphery,23, respectively, and having in their outer and inner edges, respectively, slots, 71. Mounted inA the slots, 7l, for rotation relative to the rims is a split ring or plate, 7 2, which is cut away in order to allow the. boss, 38, to project between the rings, 69 and 70. `The split ring, 72, is held: in place and remains stationary by virtue of its engagement with the boss, 38, while the rings, 69'and 70, rotate around it. By making the partsV substantially tight fittingthe interior of the drum may be packed with grease in order topreserve the parts and minimize friction.. l

The advantages of my devicev are obvious. The device may be adjusted as to serve in the place of non-skid chains, which are at present used on tires. In order to do this, the lever, 60, is drawn rearwardly to' a posi tion where the correct amount of pressure is had between the lugs and the paven'ient, or the lugsand the ground, as the case may be. The lugs may be drawn into operative posi.-

tion at the will of the operator and while As a car begins to skid the car is in motion.

.the skidding may be instantly checked by reti-acting the lever, 60.

The non-skid chains at present used to prevent skid'ding have the following disadvantages: The placing upon and removing from the 4tires is a disagreeable and arduous task which occupies 'considerable time. VThey often break when a' car'becomes badly stuck.

@rdinarily whenzchains are put on the; tires they areleft on during.kv the entiref days drive,` and many stretches ot road wil-L be en-counteredeon whichthey will not be needed. In fact, they maybe `only needed for a equivalents. which may be included within f their scope. f

I claim as my invention:V

l. In combination with af vehicle having rear wheels, drums-fixed tothe wheels for rotation therewith, said Vdrums being slightly less in diameter `thanthe diameter of the wheels, tractionlugs-mountedA in the drums for i sliding movement radially thereof', a ring within each drum engaging; said lugs, a stationary archwithin. each drum, having its periphery in sliding contact with the interior ofthe periphery 'ofthe drum, a sliding arch mounted in each ystationary arch for downward movement relative thereto, said arches being in sliding contact with the peripheries of the rings, and means carried by the stationary arch for extending the sliding arch downwardly for extending the lugs downwardly as they are rotated to position at the lower portion of the drum. f

2. In combination with a. vehicle having rear wheels, drums fixed to thewheels for rotation therewith,V said drumsy being slightly less in diameter than the diameter ofthe wheels, tractionlugs mounted in the drums for sliding movement radially. thereof, a ring within each drinn engaging said lugs, a stationary archV within each drum, having its periphery in sliding' contactv with the interior of the periphery of thedrum, a sliding arch mounted in each stationary arch for downward movement' relative thereto, said arches being in sliding Contact with the peripheries ofthe rings, andfmeans carried'by the stationary arch for extending the sliding arch downwardly for extending the lugs downwardly as they Vare rotatedto position at vthe lower portion of the drum, said last means being operable from. the

v drivers seat.

3. In combination with a vehicle having rear wheels, and a rear axlehousing, drums fixedV to the wheels and adaptedy to rotate therewith, a. stationary member within each drum, a bracket connecting said stationary member with the rear axle housing ofthe vehicle, a sliding archV mounted in the stationary member for downward movement, extensible lugs lwithin the drums, means carried by the stationary member for forcing weones the sliding arch?.downwardly,y andr means connecting; the sliding arch wrtln the lugs t0:- extend the. lugs; downwardly when the arch is depressed.v

l In combination witlr a vehicle having rear wheels andarear axle housing, drums fixed to*` thewheels and adapted to rotate therewith, a stationary arch within each drum slidably in contactawith; the interior of' the peripheries of. the drums, a down'- wardl'y extensible, archmounted in each sta,-

tionary arch for-sliding movement, cams interposed lbetween the arches inveach drum and? having stub:shaftsjournaled in the stationaryaroh, a lever in the vehicle, lever and' link4 mechanism connecting the lever ,with the'stub shafts for rotating the shafts and extending the extensible arches downwardly, a. ring engaged by each extensible arc-h, .extensible lugs within each drum, adapted to -be engaged by lthe rings and extended beyond theperipheries of the drums kwhen the lever is operated.

-wheel and an axle housing therefor, a drum fixed tothewheel for rotation therewith, a stationary archrigid'ly connected to the axle housingand having its upper edge in sliding contact with the interior face of the outer peripheral wall of the drum, near the top thereof, extensible-lugs mounted in the drum for sliding4 movement radially thereof, and means carriedV by the stationary arch for causing said lugs to extend beyond the periphery ofthe drum, said means being operablefrom the driving seat of the vehicle.

7. In combination with a vehicle rear wheeland an axlehousingtherefor, al drum fixed to thev wheel for rotation therewith, saiddrum being slightly less in diameter than the diameter of the wheel, a stationary arch rigidly connected to the axle housing and having its upper edge in sliding contact with the interior face'of the outer peripheral wall of the drum, near the top thereof, extensible lugs mountetl` in the drinn for sliding movement radially thereof, and means carried by the 'stationary arch for causing said lugs to extend beyond the periphery of the drum;v

8; In a device of the class described, a rotatable drum having lugs extensible radially thereof, amember held against rotation; but

llO

movable in one direction in a plane perpendicular to the axis of the drum, and a floatone side of the flange being engageable with all) the lugs, and on the other side with the aforesaid member.

9. In a device of the class described, a ro tatable drum having lugs extensible radially thereof, a member held against rotation but movable in one direction in a plane perpendicular to the axis of the drum, and a 'lioating ring engageable on one side of its outer peripheral face with `said member, and on the other side of the said face with said lugs.

10. In combination with a vehicle rear wheel, a drum fixed to the wheel for rotation therewith, traction lugs mounted in the drum for sliding movement radially thereof, a floating ring within the drum engaging the lugs, means engaging said ring, adapted to retain it against lateral movement and yet to allow rotation thereof, said last means also serving to tansmit radial movement to said ring.

11. In combination with a vehicle rear wheel, a drum fixed to the wheel for rotation therewith, traction lugs mounted in the drum for sliding movement radially thereof, a floating ring within the'drum engaging the lugs, means engaging said ring, adapted to retain it against lateral movement and yet to allow rotation thereof, and means for displacing said ring radially.

12. In combination with a vehicle rear wheel, a drum fixed to the wheel for rotation therewith, traction lugs mounted in the drum for sliding movement radially thereof, a floating ring within the drum engaging the lugs, said ring being retained against lateral movement, and means for displacing said ring radially. .Y c

13. In combination with a vehicle wheel and an axle therefor, a drum fixed to the wheel and having radially extensible lugs, means for extending said lugs, including a stationary member projecting into the drum, a bracket fixed to the axlehousing and supporting said stationary member, a pair of cam shafts journalled in the stationary member, oppositely extending arms fixed to said cam shafts, a bell crank lever having the end of one arm positioned equi-distant from theJ ends of the arms, and links con necting said bell crank lever to said arms.

14. In combination with a vehicle rear wheelV and an axle housing therefor, a ring shaped drum fixed tothe wheel and having .Y

a peripheral wall and an inner sleeve connected by an outer side wall, spaced concentric rings fixed to the respective edges of' the peripheral wall and inner sleeve, means 'for actuating the lugs, including a stationary member fixed to the axlehousing and projeoting into the drum between thev said rings, and a split ring closing the opening between the said concentric rings, said split ring being slidingly mounted relative to the concentric rings and having its ends engaging the stationary member.

15. In combination with a vehicle rear vwheel and an axle housing therefor, a drum fixed to the wheel having an annular groove in the interior face of its outer peripheral wall, a stationary arch rigidly connected to the axle housing and slidingly engaging the drum near the top thereof in said annular groove,extensible lugs mounted in the drum for sliding movement radially thereof, and means carried by the stationary arch for causing said lugs to extend beyond the pee riphery of the drum.

Signed lVoodbury and State of Iowa, this 29th day` of February, 1924. o

ROBERT N. KonNresBnnonn.

at Sioux City, in the county of 

